JP3546550B2 - Vehicle body tilting method and apparatus for railway vehicle capable of tilting vehicle body when passing through a curve - Google Patents

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a vehicle body tilt control for a railway vehicle capable of inclining the vehicle body when the vehicle passes a curved line to reduce excessive centrifugal acceleration acting on passengers when the vehicle passes a curved track portion by tilting the vehicle body of the railway vehicle. Method and apparatus.
[0002]
[Prior art]
A curve called a cant is provided on a curved track portion of a route on which a railway vehicle travels in order to reduce centrifugal force. In order to generate a cant, the outer rail is laid so as to be higher than the inner rail with the radius of curvature. However, the centrifugal force generated in the vehicle body changes according to the speed at which the vehicle passes through a curve. When the passing speeds are equal, a larger centrifugal force acts as the radius of curvature of the curved track decreases. Since various speeds of trains travel on the actual track, the average speed of the route is generally corresponded to the average speed. However, as the vehicle speed increases, the cant amount becomes insufficient, and excessive centrifugal acceleration is applied to the passengers in the vehicle, causing a deterioration in ride comfort.
[0003]
As a method of reducing such an excessive centrifugal acceleration, a so-called pendulum type vehicle body inclination system in which the vehicle body is inclined along an arc-shaped rail guide provided on a bogie may be used. Although the pendulum type vehicle body tilting type vehicle exhibits excellent performance in reducing the excessive centrifugal acceleration, the weight is increased and the cost is increased due to the provision of the arc-shaped rail guide on the bogie. The prior art of the pendulum type vehicle body tilt system is disclosed in, for example, Japanese Patent Application Laid-Open No. 6-270806.
[0004]
Prior art techniques for achieving leaning of the vehicle body by using a spring or the like that supports the vehicle body on a bogie without using a pendulum system are disclosed in, for example, JP-A-6-26331, JP-A-6-278604, JP-A-6-316265, and JP-A-6-316266. And so on. The present applicant has also proposed a method and an apparatus for tilting a vehicle body using an air spring device that supports the vehicle body on a truck in Japanese Patent Application No. 5-248730.
[0005]
[Problems to be solved by the invention]
As the vehicle speed increases, the lean angle of the vehicle body required to reduce the excessive centrifugal acceleration increases. When the inclination angle increases, there is a possibility that the vehicle may deviate from a predetermined vehicle limit in order to enable safe and smooth operation of traveling of the vehicle. This can be dealt with to some extent by narrowing the cross-sectional shape of the vehicle body perpendicular to the traveling direction of the vehicle, for example, so that the width becomes narrower upward. However, a current collecting device such as a pantograph usually installed on the upper part of the vehicle body may be separated from the overhead line with the inclination of the vehicle body. According to one prior art realized as a pendulum type vehicle, the pantograph is made movable on the upper part of the vehicle body, and when the inclination angle becomes large, the pantograph is pulled by a wire to correct the position of the pantograph. However, in a configuration in which a high voltage is applied to the pantograph and the wire is pulled by a wire or the like, there is a problem that the power supply to the overhead wire is cut off and maintenance is required every certain period.
[0006]
SUMMARY OF THE INVENTION An object of the present invention is to provide a method and an apparatus for controlling a vehicle body inclination of a railway vehicle capable of leaning a vehicle body at the time of passing a curve, which can reduce the excessive centrifugal acceleration of a passenger safely and lightweightly and inexpensively.
[0007]
[Means for Solving the Problems]
The present invention provides a pair of air spring devices spaced apart in the vehicle width direction to support a vehicle body on each bogie, and supplies compressed air independently at the time of passing a curved orbit so that the vehicle passes a curved passage that inclines the vehicle body. In a vehicle body inclination control method of a railway vehicle capable of inclining the body sometimes,
The yaw direction angular velocity of the vehicle body is detected by a rate gyro to determine whether or not the vehicle is passing through a curved orbit,
When passing through a curved track, the centrifugal acceleration is detected by an accelerometer, and the inclination angle of the vehicle body inward in the track curvature radius direction required to reduce the excessive centrifugal acceleration applied to the passenger is calculated,
Based on the calculation results, while supplying compressed air to the air spring device to tilt the vehicle body,
A virtual center of rotation, which is a center of rotation in the tilting operation, has a height H3 = 2250 mm on a rail surface near the height of the head of a seated passenger within a cross-sectional shape of the vehicle body perpendicular to the traveling direction, and is a collection provided at the upper part of the vehicle body. A vehicle body tilt control method for a railway vehicle capable of tilting a vehicle body when passing through a curve, characterized in that the vehicle body is moved outward in a track curvature radius direction so that the electric device does not come off the overhead line.
According to the present invention, the inclination angle for reducing the excessive centrifugal acceleration of the passenger when passing through the curved track is calculated, and based on the calculation result, a pair of air springs arranged at intervals in the vehicle width direction of each bogie By supplying compressed air to the apparatus, the vehicle body is tilted inward in the radial direction of the track curvature. The body is moved outward in the radius of curvature of the track so that the current collector installed above the body does not deviate from the overhead line due to the inclination of the body. The centrifugal acceleration can be reduced, and the riding comfort as a railway vehicle that can lean the vehicle body when passing through a curve can be improved. Since the air spring device that supports the vehicle body on the trolley is used, an increase in weight can be avoided, and the riding comfort can be improved at low cost. Since it is not necessary to move the current collector on the vehicle body, the maintenance interval can be extended without interrupting the power supply to the overhead wire.
[0008]
In addition, the outward movement of the vehicle body in the track curvature radius direction is based on the height of the head of the seated passenger in the cross-sectional shape of the vehicle body in which the center of rotation in the tilting operation (hereinafter referred to as “virtual tilt center”) is perpendicular to the traveling direction. Because it is performed near the vehicle, the amount of displacement of the current collecting position on the upper part of the vehicle body due to the inclination of the vehicle body becomes equivalent to the mechanical pendulum type, and in the section of the route where the pendulum type vehicle is already running, the vehicle limit etc. The vehicle can be driven without verifying the restrictions. As a result, the inclination angle of the vehicle body can be increased, and the excessive centrifugal acceleration applied to the passenger when passing through a curved track at a high speed can be sufficiently reduced.
[0009]
In the present invention, the supply of compressed air to the air spring device for leaning the vehicle body is performed according to the detection results of the curve passing speed and the centrifugal acceleration of the vehicle body, respectively.
The outward movement of the vehicle body in the track curvature radius direction is performed according to a detection result of a change in height between the air spring devices.
According to the present invention, when a railroad vehicle enters a curved part of a route, centrifugal acceleration acts, and the inclination angle of the vehicle body for reducing the excessive centrifugal acceleration is calculated based on the curve passing speed of the vehicle body at that time. In order to incline the vehicle body to the calculated inclination angle, air is supplied to the air spring device and expanded. The change in height between the air spring devices corresponds to the inclination angle of the vehicle body, so if the vehicle body is moved outward in the track curvature radius direction according to this, the deviation of the current collector from the overhead line due to the inclination of the vehicle body will be corrected can do.
[0010]
Further, the tilt angle of the vehicle body of the present invention, information on the curvature of the track stored in advance is read corresponding to the passing position on the track, calculated based on the radius of curvature and the passing speed,
Movement of the vehicle body in the radial direction of the track curvature is performed by reading information on the cant of the track stored in advance corresponding to the passing position on the track, and correcting the calculated inclination angle based on the information on the cant. It is characterized by performing.
According to the present invention, the curvature and cant of the trajectory are stored in advance. The inclination angle of the vehicle body is calculated based on the curvature radius and the passing speed by reading the curvature corresponding to the passing position on the track. The inclination of the vehicle body that causes a deviation from the overhead line of the current collector is obtained by removing the inclination angle due to the cant of the track from the calculated inclination angle, and can be easily corrected from the stored information about the cant. .
[0011]
Further, the present invention provides a pair of air spring devices arranged at intervals in the vehicle width direction to support the vehicle body on each bogie,
Air supply means for independently supplying compressed air to the air spring device,
Height detecting means for detecting a change in the height direction of the air spring device;
A direct-acting actuator, one end of which is connected to the bogie and the other end of which is connected to the vehicle body, and the vehicle body is movable on the bogie horizontally and in both directions orthogonal to the track;
Stroke detection means for detecting a stroke when the actuator moves,
A rate gyro for detecting the yaw rotation angular velocity of the vehicle body,
Acceleration detection means for detecting centrifugal acceleration of the vehicle body;
In response to the output from the rate gyro and the acceleration detecting means, the vehicle body is tilted to an angle that reduces the excessive centrifugal acceleration applied to the passenger when the vehicle passes through a curve, so that the air is controlled by feedback from the output from the height detecting means. The compressed air is supplied to the air spring device through the supply means to incline the vehicle body, and the height of the head of the seated passenger is within the cross-sectional shape of the vehicle body in which the virtual inclination center which is the rotation center in the inclination operation is perpendicular to the traveling direction. The height H3 on the rail surface in the vicinity is 2250 mm, and the feedback control is performed by the output from the stroke detecting means by a predetermined moving amount with respect to the inclination angle so that the current collector provided on the upper part of the vehicle body does not deviate from the overhead line. Control means for moving the vehicle body by operating the actuator while moving the vehicle body. A body tilt control device for railway vehicle.
According to the present invention, it is possible to detect that a railway vehicle capable of inclining the vehicle body at the time of passing a curve enters a curved portion of the route by an output from acceleration detecting means for detecting centrifugal acceleration. The control means includes a pair of air spring devices arranged on the respective bogies at intervals in the vehicle width direction on the respective bogies via the air supply means, using the excessive centrifugal acceleration acting outward in the radius of curvature detected by the acceleration detection means. Can be easily reduced by expanding the body to incline the vehicle body inward in the radius of curvature direction. Furthermore, since the vehicle body can be moved in both the vehicle width direction with respect to the bogie by the direct-acting type actuator, a current collector such as a pantograph may separate from the overhead line in a direction perpendicular to the overhead line due to the inclination of the vehicle body. Can be adjusted to not.
[0012]
BEST MODE FOR CARRYING OUT THE INVENTION
FIG. 1 shows a basic operation principle of active attitude control according to an embodiment of the present invention. FIG. 1A shows a normal vehicle state when traveling on a straight track. FIG. 1B shows a state where the vehicle body is inclined. FIG. 1C shows a state in which the vehicle body is moved in a direction orthogonal to the rail as a track while the vehicle body is tilted, and the pantograph is prevented from coming off the overhead line. The air spring devices 1 and 2 support the vehicle body 4 on the carriage 3. The cart 3 is provided with wheels 5 and runs on rails 6. A pantograph 7, which is a current collector, is provided at an upper portion of the vehicle body 4, and receives electric power required for traveling of the vehicle while contacting the overhead wire 8.
[0013]
In FIG. 1A, the maximum height H1 of the pantograph 7 is, for example, 5400 mm, and the height H2 from the center rail surface of the air spring devices 1, 2 is, for example, 900 mm. The height H3 at the position serving as the virtual tilt center C is, for example, 2250 mm. This H3 is assumed to be the pendulum center position of the 381 series vehicle of each JR company. The distance W between the air spring devices 1 and 2 is, for example, 1500 mm.
[0014]
FIG. 1B shows a state in which one of the air spring devices 2 is expanded and tilted so that the tilt angle θ becomes 3.5 ° in the state of FIG. 1A. The virtual inclination center is located near the center of the other air spring device 1, and the pantograph 7 is separated from the overhead line 8. The height difference ΔH between one air spring device 2 and the other air spring device 1 is, for example, 100 mm.
[0015]
FIG. 1C shows a state in which the vehicle body 4 is inclined with respect to a virtual inclination center C having a height H3 on the rail surface. At this time, the pantograph 7 does not separate from the overhead line 8. The control amount ΔS for the left and right movement of the vehicle body 4 required for this is approximately 85 mm.
[0016]
FIG. 2 shows a simplified side view of the vehicle in FIG. 1 and FIG. 2B shows a plan view thereof. A truck 3 is provided before and after the vehicle body 4 in the traveling direction, and a pair of air spring devices 1 and 2 are provided on each truck 3 to support the vehicle body 4. That is, the vehicle body 4 is supported by two air spring devices 1 and 2 for each truck 3. The vehicle bodies 4 are connected to each other via a connector 9.
[0017]
FIG. 3 shows a compressed air piping system for controlling the air spring devices 1 and 2 shown in FIG. The compressed air from the source air reservoir 10 is supplied to the air springs 11 and 12, respectively, and the inclination angle of the vehicle body 4 in FIGS. 1 and 2 is determined according to the amount of expansion of the air springs 11 and 12. An LV device 13 and a forced exhaust valve 14 are connected between the air spring 11 and the original air reservoir 10. In another piping system, a large-diameter supply / exhaust valve 15 and a small-diameter supply / exhaust valve 16 are connected in parallel. A shutoff valve 17 is provided in the piping system on the LV device 13 and forced exhaust valve 14 side. In the piping system on the side of the supply / exhaust valves 15 and 16, a shutoff valve 18 is provided before and after, and a shutoff cock 19 is further provided before and after. Similarly, for the other air spring 12, an LV device 23, a forced exhaust valve 24, supply / exhaust valves 25 and 26, shutoff valves 27 and 28, and a shutoff cock 29 are provided, respectively.
[0018]
Auxiliary air chambers 31, 32 are connected to the air springs 11, 12, respectively. A differential pressure valve 33 and a shutoff valve 34 are connected in series between the auxiliary air chambers 31 and 32. Compressed air for driving the linear motion cylinder 36 is also supplied from the source air reservoir 10 via the air servo valve 35. One end of the linear motion cylinder 36 is connected to the vehicle body, and the other end is connected to the bogie. When the stroke of the linear motion cylinder 36 increases, the vehicle body is moved to one side perpendicular to the traveling direction with respect to the bogie, and when the linear motion cylinder 36 contracts, the vehicle body is moved in the other direction.
[0019]
Normally, the heights of the air springs 11 and 12 supporting the vehicle body are controlled so as to be constant even if the loads fluctuate in the LV devices 13 and 23. The LV devices 13 and 23 are provided with a flow control valve capable of controlling the air flow according to the rotation angle of the rotating shaft on the vehicle body side, one end is fixed to the bogie side, and the other end is connected to the rotating shaft of the flow control valve. It has a connected link mechanism. When the vehicle body is at a predetermined height, the rotation axis of the flow control valve is set at a neutral angle, and the air supplied to the air springs 11 and 12 is shut off. If one of the air springs 11 and 12 is compressed and the vehicle body sinks due to uneven weight balance or the like, the rotating shaft of the flow control valve rotates and the compressed air from the original air reservoir 10 is compressed. , 12 to raise the vehicle body. As the vehicle body rises, the rotation axis of the flow control valve returns, so that when the vehicle body reaches a predetermined height, the flow control valve shuts off air supply.
[0020]
When the vehicle body rises above a predetermined height, the rotation axis of the flow control valve changes from the neutral position, exhausting the air from the air spring and lowering the vehicle body. Supply / exhaust valves 15, 16; 25, 26 are provided for controlling the inclination of the vehicle body. The control of the height of the vehicle body by the LV device and the inclination control of the vehicle body by the supply / exhaust valves 15, 16; 25, 26 are switched by operating the shutoff valves 17, 18, 27, 28 and the shutoff cocks 19, 20. . The left and right air springs 11 and 12 communicate with auxiliary air chambers 31 and 32, respectively, and the auxiliary air chambers 31 and 32 communicate with each other via a differential pressure valve 33 and a shutoff valve 34.
[0021]
The compressed air from the source air reservoir 10 is also supplied to a direct acting cylinder 36 via an air servo valve 35. Further, instead of the pneumatic direct acting cylinder 36 described above, it is also possible to perform the operation by a hydraulic power source device, a hydraulic servo valve and a hydraulic direct acting cylinder. A change in the stroke of the linear motion cylinder 36 is detected by a stroke detector 40. The change in height of the air springs 11 and 12 is detected by encoders 41 and 42, respectively.
[0022]
FIG. 4 shows a schematic electrical configuration for performing active attitude control as shown in FIGS. 1 and 2 using the compressed air piping system of FIG. The aforementioned servo valve 35 is controlled via a servo amplifier 45. Detected outputs from encoder units 51, 52, 53, and 54 for detecting the heights of four air spring devices for each vehicle body are input to a control device 50 that is activated when the control ON switch 49 is turned on. . Each of the encoder units 51 to 54 has the same internal configuration. The detection output from the stroke detector 40 of the linear cylinder 36 in FIG. 3 is input from the cylinder unit 55. When the vehicle enters a curved section, rotation (yaw) occurs before and after the vehicle body, which is detected by the rate gyro 56. The control device 50 monitors the rotational angular velocity ω1 of the vehicle body detected by the rate gyro 56, and determines that the vehicle has entered a curved section when the relationship with a predetermined threshold value K1 becomes ω1> K1. Further, since the curvature of the curved section can be obtained by using the detected values of the rotational angular velocity and the train speed, it is possible to determine the entry into the curved section from the obtained curvature. An accelerometer 57 for detecting centrifugal acceleration and an accelerometer 58 for detecting acceleration in the traveling direction are also provided. The output to the drive circuit 61 and the abnormality display lamp 62 is also derived from the control device 50. In the encoder unit 51, a matching circuit 65 for matching the output from the encoder 41 to the input condition of the control device 50 is provided. An output matching circuit 70 is inserted to match the output from the rate gyro 56 to the input condition of the control device 50.
[0023]
The inclining devices 71, 72, 73, 74 for which the control device 50 controls the inclining of the vehicle body have the same internal configuration and include drive circuits 75, 76, respectively. Each of the supply / exhaust valves 16 having a diameter is driven. The large-diameter supply / exhaust valve 15 enables quick control, and the small-diameter supply / exhaust valve 16 allows fine control. The output from the drive circuit 61 drives a shutoff valve base pressure 85 and a shutoff valve control pressure 86 provided for each of the air spring devices 81, 82, 83, 84, respectively. The output from the drive circuit 61 also drives the shutoff valve differential pressures 87 and 88, respectively.
[0024]
When the control ON switch 49 is OFF, the shutoff valves 17 and 27 in FIG. 3 are turned on, and the shutoff valves 18 and 28 are shut off. As a result, the vehicle height control by the LV devices 13 and 23 is performed. When the control ON switch 49 is turned ON and it is recognized that the vehicle has entered the curved section during the vehicle body tilt control, the air pressure between the left and right air springs 11 and 12 connected via the differential pressure valve 33 is adjusted. The shutoff valve 34 shuts off the circuit, and at the same time, the shutoff valves 17, 27 shut off the pneumatic circuits of the LV devices 13, 23, and the shutoff valves 18, 28 conduct. The closing cocks 19 and 29 are kept conductive except during maintenance and inspection. The vehicle body is provided with an accelerometer 57 for detecting centrifugal acceleration. When it is detected that the vehicle has entered the curved portion, the control device 50 reduces the excessive centrifugal acceleration detected by the accelerometer 57. Is calculated, and the air spring height H required to obtain the inclination angle θ is calculated.
[0025]
Using the calculated air spring height H as a set value, the supply / exhaust valves 15, 16; 25, 26 are controlled so that the set value is maintained, and compressed air is supplied / exhausted to the air springs 11, 12. You. The controller 50 compares the preset air spring height H with the outputs from the encoders 41 and 42 that detect the air spring height H, and when the air spring height is higher than a set value, the air supply is performed. If the signal is lower than the set value, an exhaust signal is output to the supply / exhaust valves 15, 16; 25, 26 to control the inclination angle θ of the vehicle body. If the inclination angle of the vehicle body cannot be controlled for some reason and the supply of air to the air spring continuously exceeds a predetermined upper limit value of the vehicle body rising, the forced exhaust valves 14 and 24 exhaust excess air. .
[0026]
Although the relative position of the pantograph with respect to the overhead line moves according to the inclination angle θ, the movement amount Lp can be easily calculated by the following first formula based on the geometrical shape and arrangement of the vehicle body. it can.
[0027]
Lp = (H1-H2) × Θ × cos θ (1)
Here, Θ is a value obtained by converting θ into a radian angle. In order to reduce the movement amount Lp, a linear motion cylinder 36 having one end fixed to the vehicle body and one end opposite to the bogie is used. The vehicle body 4 is moved in a direction perpendicular to the rails 6 and the overhead lines 8 and in a direction to reduce the amount of movement due to the inclination of the vehicle body 4. The centrifugal force acts outward in the radial direction of the track curvature, and the inclination of the vehicle body 4 for alleviating this is directed inward in the radial direction of the track curvature, so that the moving direction is outward in the radial direction of the track curvature. Assuming that the stroke amount of the linear motion cylinder 36 necessary for this movement is Lst, the allowable value of the movement amount of the pantograph with respect to the overhead line is Ld, and the following second formula is obtained.
[0028]
Lst = Lp-Ld (2)
However, Lst ≧ 0. Therefore, when the amount of inclination is determined, the amount of movement of the vehicle body for reducing the displacement of the pantograph 7 with respect to the overhead wire 8, that is, the stroke amount Lst of the linear motion cylinder 36 is determined, and the control device 50 compresses the linear motion cylinder 36. An exciting current is output to the air servo valve 35 for supplying air. Since the linear motion cylinder 36 is provided with a stroke detector 40 for detecting the stroke amount, servo control is performed using Lst and the detected value. In addition, as the direct acting cylinder 36, an actuator using fluid pressure other than air pressure such as hydraulic pressure or an electric actuator can be used.
[0029]
FIG. 5 shows a partial electrical configuration for vehicle body tilt control according to another embodiment of the present invention. The traveling speed of the vehicle detected by the vehicle speed detector 91 is input to the data processing device 90. The data processing device 90 calculates the moving distance of the vehicle by integrating the input speed value. The memory 92 previously stores data such as the position of the curved section on the route on which the vehicle travels and the amount of cant in the curved section.
[0030]
Vehicle speed detector 91 is generally realized by a sensor for counting the number of rotations of wheels, for example, a pulse generator provided on an axle. In the memory 92, data of a curved portion of the route is stored in advance in correspondence with the distance from the reference position. The distance X from the reference position is expressed by the following third equation.
[0031]
X = 2π · r · Σp / n (3)
Here, π is the pi, r is the radius of the wheel, Δp is the integrated value of the pulse generated from the pulse generator, and n is the number of output pulses per rotation of the wheel. By comparing the distance X obtained according to the third expression with the distance from the reference position stored in the memory 92 to the curved portion, it can be determined that the vehicle has entered the curved section when the two match. When it is determined that the vehicle has entered the curved section, the data processing device 90 calculates the inclination angle of the vehicle body and the moving amount of the vehicle body from the radius of curvature and the cant amount stored in the memory 92. The data is given to the control device 50 shown in FIG.
[0032]
【The invention's effect】
As described above, according to the present invention, while the railway vehicle inclines the vehicle body when passing through a curved track, the vehicle body is moved outward in the track curvature radius direction so that the current collector provided on the vehicle body does not deviate from the overhead line. Thus, the vehicle body can be sufficiently inclined. Thus, the excessive centrifugal acceleration acting on the passenger when passing through the curve at a high speed is reduced, and the riding comfort of the vehicle can be improved.
[0033]
In addition, since the movement to the outside in the direction of the radius of curvature of the track at the time of passing the curve is performed such that the virtual inclination center is near the height of the head of the seated passenger in the cross-sectional shape of the vehicle body, the movement amount can be easily calculated. By taking a large angle of inclination of the vehicle body, it is possible to improve the riding comfort when passing through a curve at a high speed.
[0034]
Further, according to the present invention, when a railway vehicle enters a curved part of a route, the vehicle body is tilted according to the detection results of the centrifugal acceleration and the curve passing speed to reduce the centrifugal acceleration. Movement of the vehicle body in the radial direction of the track curvature is performed according to the detection result of the change in height between the air spring devices, so that the current collector does not come off the overhead line even when the vehicle body is tilted to reduce centrifugal acceleration. The position of the vehicle body can be corrected.
[0035]
Further, according to the present invention, since the inclination of the vehicle body and the movement of the vehicle body in the radial direction of the track curvature associated with the inclination are performed in accordance with the information on the curvature and cant of the track stored in advance, it is appropriate according to the passing speed of the vehicle. Control becomes possible.
[0036]
Furthermore, according to the present invention, the vehicle body at the time of passing the curve is inclined by the air spring device, and the position of the vehicle body is moved outward in the radius of curvature direction by the direct-acting actuator, so that the vehicle passes the curve at a high speed. In addition, the centrifugal acceleration acting on the passenger can be sufficiently reduced, and the current collector at the upper part of the vehicle body can be corrected so as not to come off from the overhead line. Since it is not necessary to make the vehicle body a pendulum structure, it is possible to reduce excessive centrifugal acceleration with a lightweight and inexpensive device. Further, even if the inclination of the vehicle body is increased, the current collector does not come off from the overhead line, so that safe and highly reliable inclination control can be realized.
[0037]
Further, since the control means may calculate the amount of movement of the vehicle body by the actuator so that the virtual inclination center is near the height of the head of the seated passenger, it is possible to easily control the inclination angle and the movement of the vehicle body. it can.
[Brief description of the drawings]
FIG. 1 is a simplified front view showing a basic configuration according to an embodiment of the present invention.
2 is a simplified side view and plan view corresponding to the embodiment of FIG.
FIG. 3 is a pneumatic control system diagram for operating the embodiment of FIG. 1;
FIG. 4 is a block diagram showing a schematic electrical configuration for control of the embodiment of FIG. 1;
FIG. 5 is a block diagram showing an electrical configuration of a main part according to another embodiment of the present invention.
[Explanation of symbols]
1, 2 Air spring device 3 Bogie 4 Body 5 Wheel 6 Rail 7 Pantograph 8 Overhead wire 10 Primary air reservoir 11, 12 Air spring 13, 23 LV device 15, 16, 25, 26 Supply / exhaust valve 31, 32 Auxiliary air chamber 33 Differential pressure valve 35 Air servo valve 36 Direct acting cylinder 40 Stroke detector 41, 42 Encoder 49 Control ON switch 50 Controller 56 Rate gyro 57, 58 Accelerometer 60 Servo amplifier 90 Data processor 91 Vehicle speed detector 92 Memory

Claims (4)

Compressed air is supplied independently to a pair of air spring devices that are arranged at intervals in the vehicle width direction to support the vehicle body on each bogie, and the vehicle body is tilted at the time of passing a curved line that inclines the vehicle body when passing a curved track In a possible vehicle body inclination control method of a railway vehicle,
The yaw direction angular velocity of the vehicle body is detected by a rate gyro to determine whether or not the vehicle is passing through a curved orbit,
When passing through a curved track, the centrifugal acceleration is detected by an accelerometer, and the inclination angle of the vehicle body inward in the track curvature radius direction required to reduce the excessive centrifugal acceleration applied to the passenger is calculated,
Based on the calculation results, while supplying compressed air to the air spring device to tilt the vehicle body,
A virtual center of rotation, which is a center of rotation in the tilting operation, has a height H3 = 2250 mm on a rail surface near the height of the head of a seated passenger within a cross-sectional shape of the vehicle body perpendicular to the traveling direction, and is a collection provided at the upper part of the vehicle body. A vehicle body tilt control method for a railroad vehicle capable of tilting a vehicle body when passing a curve, wherein the vehicle body is moved outward in a track curvature radius direction so that the electric device does not come off the overhead line. 2. The railway vehicle according to claim 1, wherein the vehicle body is moved outward in the radius of curvature of the track curvature so that the virtual tilt center has a predetermined height on the track surface. Body tilt control method. The supply of compressed air to the air spring device for leaning the vehicle body is performed according to the detection results of the vehicle body's curve passing speed and centrifugal acceleration,
3. The railway vehicle according to claim 1 or 2, wherein the outward movement of the vehicle body in the track curvature radius direction is performed according to a detection result of a change in height between the air spring devices. Body tilt control method. A pair of air spring devices arranged at intervals in the vehicle width direction to support the vehicle body on each bogie;
Air supply means for independently supplying compressed air to the air spring device,
Height detecting means for detecting a change in the height direction of the air spring device;
A direct-acting actuator, one end of which is connected to the bogie and the other end of which is connected to the vehicle body, and the vehicle body is movable on the bogie horizontally and in both directions orthogonal to the track;
Stroke detection means for detecting a stroke when the actuator moves,
A rate gyro for detecting the yaw rotation angular velocity of the vehicle body,
Acceleration detection means for detecting centrifugal acceleration of the vehicle body;
In response to the output from the rate gyro and the acceleration detecting means, the vehicle body is tilted to an angle that reduces the excessive centrifugal acceleration applied to the passenger when the vehicle passes through a curve, so that the air is controlled by feedback from the output from the height detecting means. The compressed air is supplied to the air spring device through the supply means to incline the vehicle body, and the height of the head of the seated passenger is within the cross-sectional shape of the vehicle body in which the virtual inclination center which is the rotation center in the inclination operation is perpendicular to the traveling direction. The height H3 on the rail surface in the vicinity is 2250 mm, and the feedback control is performed by the output from the stroke detecting means by a predetermined moving amount with respect to the inclination angle so that the current collector provided on the upper part of the vehicle body does not deviate from the overhead line. Control means for moving the vehicle body by operating the actuator while moving the vehicle body. Body tilt control device for a railway vehicle.

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